2008 First writing, 2021 update By Anne Stewart Ball
To see Part I go to Glimpses of Four Generations Epsom NZ - Their Horizons Part I
This is : Glimpses of Four Generations Epsom NZ - Their Horizons Part II
includes ( Development of Transport Systems Early Auckland – Railway and Electric Tramways ( A view looking back – from a family member’s perspective )
To see Part III go to Glimpses of Four Generations Epsom NZ - Their Horizons Part III
.............................................................................
Third Generation, Epsom / Eden, NZ
Jack, my father’s recollections of his early childhood years at Tira-o-rangi, were of great grandfather James, sometimes, a rather stern gentleman, with a long flowing beard. It is thought the stern was when a small boy needed reprimanding. He did remember James taking him to see the trains and that was appreciated.
As Jack grew older he was told stories by the aunts and
his mother of the railways being constructed. The Rotorua Railway appeared to be the favourite
of all the family – whether it was because the family were more involved is not known but
thought the reason.
There were very early memories of the horse and buggy rides with Annie, when she went out
“visiting” ,accompanied then by two energetic boys. Strict instructions given to “mind their
manners “ “only one sandwich and one cake at afternoon tea”, “don’t interrupt your elders and
only speak when spoken to.” Jack enjoyed the buggy rides but found the teas difficult. “Calling
cards” were left at these events. Tuesday was “at home day “for Annie and those she had visited
during the week would return the “call” for afternoon tea (all the trimmings – silver service, fine
china, good linen – starched - on the table.) Then it would be off again next day in the buggy.
These occasions were continued in the Mountain Road and later Belvedere Street home. However there was no longer the horse and buggy. There were also the other visits too where care and responsibilities for others were conveyed to two very young boys. The need to care for those who were sick or injured. Jack’s recollections of school days in Epsom were walking across paddocks and parks to primary school and later to Auckland Grammar School. The emphasis on sitting proficiency exams to gain a place at High School, and the very important Matriculation Examination at High School. Latin an expected language to learn by both parents and school (no choices in those days – it was decided for a student). The emphasis on English and Mathematics.
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Showing the Normal Primary School, formerly Epsom School,
from The Drive, looking north west with the headmaster and a teacher outside Auckland
Libraries Heritage Collections 4-1530 |
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1916 – 1920 Auckland Grammar
School, Mountain Road, Auckland. Price, William Archer, 1866-1948 :Collection
of post card negatives. Ref: 1/2-001194-G. Alexander Turnbull Library,Wellington, New Zealand. /records/23013253 |
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| Jack Morton Stewart |
Belvedere Street just as Tira – o – rangi continued to receive visits from the Maori women with seafood and Jack just as Annie learned to speak Maori. As Jack grew to adulthood, there were the dances, tennis, croquet and involvement in Church, with his wide group of friends.
Later, involvement with the Auckland Tramping Club, evolved. At home gardening and a particular interest in growing daffodils.
Holidays were often to Uncle Andrew and the cousins on their farm at Tirau. Either it was by car
– an adventure in itself along the Great South Road and what is now State Highway One. A
spade was taken, just in case of having to dig out the car- no sealed roads then. It was certainly
a longer journey than the 2½ hours approximate today in 2021.
Sometimes a train would be
caught from Newmarket to Hamilton, Tirau or Matamata.
However these journeys were much easier than the era of Great Grandfather James
( Perthshire). Only forty years previous to 1920, it had been “unbroken” country. Transport then was
horseback, very rough coach ride, very rough buggy ride or when surveying the railway – no
roads and when constructing the railway, horse, “bogey” truck, or ballast train. The Main
Highway from Cambridge to Tirau was a rapid survey in 1880, followed by others, cutting the
bush, scrub and forming a very rough road.
These holidays were to form, for Jack, a preference for country life over city life. However on
leaving school it was work in “downtown” Auckland and the firm of Mackey,Logan,Caldwell.
Here Jack
worked in the Manchester and Linen Department, quickly rising to Store buyer. The mode of
transport to work in town from Belvedere Street was the Tram. It was said the tram was a regular
and excellent mode of transport to get to work.
Salary was saved and a first vehicle was purchased – a “new fangled motorbike” was
purchased. This met with much disapproval by parents – not considered appropriate transport,
at all. The motorbike disappeared and later after more saving, a small motor car – a Ford Prefect
– was purchased. Considered ideal for those longer trips away from Epsom.
Later Jack was to join his father’s office as a Manufacturers Agent too. Likewise Trevor, his
brother.
Outdoor activity was to take more of Jack’s free time, weekends and holidays with active involvement in the Auckland Tramping Club ( ATC) .Tramping encouraged a further hobby for Jack, of photography. A dark room was installed in the Belvedere Street home to develop photographs taken of the tramping trips and working bees. Other old school friends of Auckland Grammar School also joined.
Through the tramping evolved lifelong friendships with many. By
1935 the 
tramping club reported 137 members and by 1939 this had risen to 181. Rangitoto, the Waitakere Ranges and Hunua Ranges attracted much interest because of the close proximity to Auckland and rail transport.
tramping club reported 137 members and by 1939 this had risen to 181. Rangitoto, the Waitakere Ranges and Hunua Ranges attracted much interest because of the close proximity to Auckland and rail transport.
Most members worked Saturday mornings. The afternoon train
to Henderson or Swanson was caught from Newmarket. Then it
was the long walk in to initially hut building and when completed,
base hut for the ATC. The
Papakura Train was caught, again from Newmarket, to reach the Hunua Ranges. It was said that these train trips were noisy affairs with many tramping songs being sung with great gusto. Likewise the return and disembarking at Newmarket - not a quiet and orderly process. Later ATC years were to see bus transport, their own vehicle and the motor car.
Papakura Train was caught, again from Newmarket, to reach the Hunua Ranges. It was said that these train trips were noisy affairs with many tramping songs being sung with great gusto. Likewise the return and disembarking at Newmarket - not a quiet and orderly process. Later ATC years were to see bus transport, their own vehicle and the motor car.
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| Pariraha Gorge, Waitakere Ranges |
Tramping trips were undertaken further afield to the Coromandel Ranges, Waikaremoana and climbing in Tongariro National Park was added to the programme. Jack found Newmarket a convenient place to catch the Wellington Express after work on a Friday night, to further down the line, getting off at National Park. During 50th jubilee celebrations of the ATC, held 1975, it was commented on the many long marriages contracted amongst the members of those early decades. The tramping club was where Jack and my mother Helen King/Woods (daughter of Henry- known as Harry- and Gladys King) first met. Helen a member of a keen soccer family, heavily involved with the Eden Association Football Club, and a keen tennis player had decided to try this “tramping” thing. Tramping and climbing were to be a life long interest for Jack and Helen.
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| 4th Field Ambulance tea break Egypt WWII |
Jack decided the country was the preference to an office in the city. There was a move to a
country store at Hunua, then a farm at Orini and retirement years at Whangamata. Trevor
continued in the office until retirement years at Pauanui.
Jack died at Whangamata in 1988, Helen in 2006. Trevor, the last surviving grandson of this
Stewart generation died in 2004 at Pauanui.
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| Jack and Helen wedding 1946 |
Fourth Generation, Epsom / Eden, NZ
Born in Cornwall Park Hospital in 1949, I was only to see a few months of my life living in Epsom – fourth generation NZ Stewart to be born in Epsom.
Today in 2021 it is still visits to Epsom. Not missed is
the return to the places my family once lived. There are the picnics
somewhere in Cornwall Park or One Tree Hill Domain Maungakiekie) , the walks
sometimes to the summit of Maungakiekie (One Tree Hill).Yes, as I
have learned over the years to say when asked where are you
from ? – For me born at Cornwall Park hospital :
The mountain is Maungakiekie, the river is Tamaki, the place is
Epsom and the family is Stewart – that is one place I am from.
PART II
Development of Transport Systems Early Auckland – Railway and Electric Tramways ( A
view looking back – from a family member’s perspective )
 |
Showing the Parnell railway tunnel under construction with
the Church of England Grammar School and Headmasters house in the background Auckland
Libraries Heritage Collections 4-125 |
Railways
For the Stewart family, as for many other people of the first and second generation Epsom/
Eden, was a “pioneering” era. The Stewart men by choice of occupation were involved with
Railway surveying and Engineering. James Senior by position - Engineer in Charge - of Railway
Survey and Construction of those first Auckland Provincial Railways. Later years for the
Auckland Electric Tramways – Local Consultant Engineer.
This era was the very beginning of Railway routes out of Auckland and later the development of
an electric tramway system within the city of Auckland. While the route from Newmarket out was
relatively straightforward, the decision for the first section out from Central Auckland to
Newmarket was more problematic.
Whether railway routes and tramway routes in early Auckland were right or wrong, is a decision
that was made in the circumstances of that time. This view is looking back at the circumstances
of that time faced by the Engineer in Charge when those early railways and electric tramways
constructed. It is a view formed from the extensive research undertaken of historical records
and the family stories passed down.
There was none of the equipment or technology that is available today in 2008 nor 2021 , to build the
Auckland- Drury Railway with Branch line to Onehunga. There were no diesel powered dump
trucks, excavators or cranes. It was miner’s pick, shovel, dray and cart, tip-wagons (invented and named " fiddlestick,”), ballast train and “hard labour graft”.
Much has been written in recent years as to the length of time it took for, particularly Auckland
Provincial Railways to be built. While this could be said to be true, if one takes actual
construction time, aside from the other circumstances of that time, then it could be said things
moved quite quickly for that era. Especially when one considers the available technology of that
era and the labour power needed.
The circumstances of that time that impacted upon the Railway Surveyor or Engineer in Charge
of survey and construction were numerous:
- Direction and distance of route – the “best route” to be taken of that time.
- Terrain - configuration of the country
- Cost and economics including the source of finance to fund railway survey, formation, construction and running of completed railway.
- The changing price of iron and steel – its availability also.
- The debate and considerations of gauge and gradient – an unending debate.
- Accessibility and availability of materials to complete formation and ballast, track, tunnel, bridges, crossings, sleepers, rails, plates.
- Availability of labour power for construction and
- changing technology.
- In the early days compensation costs asked for by the settler landowners – at times ending up in the Courts.
- Political pressures of multi involvement groups agreeing or disagreeing – Railway Commissioners, Roads Boards, Councils, Provincial Councils, Harbour Board and Government.
- Political pressures of settlers wanting or not wanting the railway route, which direction the railway should go and where to.
- Pressures from various interest individuals or groups who also had views on route direction, terminus and how to construct a railway – would be “Experts” and “Amateur Engineers” The views and opinions of other Experts in the professional field, both agreeing or disagreeing.
Those early surveyors and engineers sought to gain contracts or employment.
In those early days it was also to gain recognition and premiums through competitions
offered by Provincial Council and others in Water Supply Design or Mangere Bridge
Design. Competition was strong amongst the Engineers themselves. Railway Survey
and Construction came in for much debate, discussion and opinion from this group, both via
councils, government and the newspapers of the day. Some, not all, of these early surveyors and engineers became members of their respective
professional bodies.
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1900 – 1910 Mangere Bridge, Mangere. Price, William Archer,
1866-1948 :Collection of post card negatives. Ref: 1/2-001866-G. Alexander
Turnbull Library, Wellington, New Zealand. /records/22901556 |
Some gained further recognition of professional qualifications – the Aminst
C.E.( Associated Member Institute Civil Engineers and Minst C.E. ( Member Institute Civil
Engineers ) Some joined the NZ Surveyors Association and some became what was known as
an authorised Surveyor or later licensed under the Land Transfer Act. Some joined the
Auckland Institute and wrote and read papers on their respective topic or interest. Railways of
the early beginnings raised much opinion, debate and discussion amongst the surveyors and
engineers themselves.
The Surveyor and or Engineer in charge needed to have, what was once described as two essential qualities of railway servants, “the temper of an angel and the skin of a rhinoceros”. An essential to deal with the choice of “best route” or “best construction method” despite all the
other pressures. It was not always easy to maintain such a disposition. It is known that at times,
Stewart’s “temper of an angel” became rather frayed. However from extensive research
done, it could be said that in the main, the pressures of circumstances of the time were handled
as if with “ the skin of a rhinoceros”.
Likewise if there was a problem the Surveyor or Engineer in charge became the “meat in the
sandwich “to sort it or to “lay blame upon.” - (in fact what is new in 2021 as seems the same debates )
At the end of the day, there was only one “best route” that could be selected for the
circumstances of that time. This was presented in a report to the body responsible for the
finance of railway construction for the Auckland – Drury Railway, branch line to Onehunga. This
was Provincial Council and their appointed Railway Board of Commissioners to administer the
Auckland and Drury Railway Act of 1863.The reports given by the Engineer-In-Charge
involved further checks, reports and recommendations from the Provincial Engineer-In-Chief
and when established the Railway Board of Commissioners.
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1880- 1889 Reclaimed land at the foot of Queen Street looking west, showing (from the left) the Thames Hotel, the Waitemata Hotel, the Waverley Hotel and buildings along Queen Street Wharf (Lower Queen Street) including the Imperial Bakery, with the Harbour Board Building behind (extreme right). The Queen Street Railway Station is under construction (left to centre).Kura collection Auckland Libraries Heritage Collections 1691-107 |
Epsom / Eden area was also well supplied with scoria and metal – an essential material for
railway formation and ballast. The location, easy availability and possible quantities were an
essential factor in the development of NZ railways and no less those of the Auckland Province.
Its availability or inavailability, contributed to cost and economics of construction.
In the early 1850’s metal had been used for the roads of Auckland’s wards. In a report to the
Auckland Municipal Council in 1852, the roading committee suggested that as a means to
undertake road works, several reserves as quarries would be necessary. Further suggested
was:
“ the propriety of making application to the Government for the following places to be added to the
endowments of the Corporation, viz., allotments of scoria land of sizes varying from five to ten acres.
One at Mount Smart Two at the Great South Road Two at Mount Wellington One at the junction of the
Tamaki and Point England Roads One at the Three Kings One at Mount Albert Three at Mount Eden
One on the Epsom Road One at Onehunga One at the Volcanic Hill on the north side of the Tamaki
Road, at or near a place called Rangitoto One at the Pigeon Tree Hill One at Scoria Creek.”
By 1863 there were quarries at Mount Eden. Roading first, then railways saw the
development of Quarries in the area (no Resource Management Act in those days)Engineers, James Stewart, C.E. and Samuel Harding, C.E. carried out the Survey in early 1862
for the railway Auckland – Drury with Branch line to Onehunga. They reported the following
in 1863, on where the Railway was to run to once it left central Auckland – a route that was to
run along the fringes of what is now known as Epsom.
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1957 Mount Smart quarry and New Zealand Railways, Penrose,
Auckland. Whites Aviation Ltd: Photographs. Ref: WA-43304. Alexander Turnbull
Library, Wellington, New Zealand. /records/32051675 |
“A tunnel is then taken under the Epsom road, the line winding round from near the Grammar School
into the Slaughter House gully, which it crosses at the back of the Royal George Inn, Newmarket. One
of the sharpest curves occurs there. From thence it keeps almost parallel to the Great South road,
opposite Mr, Dilworth's and between Mount St. John and Mount Hobson, where the summit of the line
is touched.It is then continued on through Mr. Bycroft's and Messrs. Brown and Campbells properties,and crosses the Remuera road At the entrance to Ellerslie township, and keeping to the southward
enters the scoria behind Mr. Scarrot's new house. Through the scoria a very good line is got to the
Great South Road, which is crossed at Mr. Lygar's land ; and it is at this point that the line to
Onehunga branches off."
A station for Newmarket, on what was Government Reserve, was decided. The proposed
Auckland Terminus considered being at Fort Britomart
Stewart and Harding’s “best route” selected to get out of Auckland City, was also regarded as
so, by Mr. William Weaver, Engineer-ln-Chief in an 1864 report to Provincial Council.
The
route was considered to have little engineering difficulties. The most problematic section of the
route was considered to be the first section - Auckland City to Newmarket. Weaver also
recommended that the gradient from Mechanics Bay up through the tunnel be improved as
much as possible. That the terminus be near Wynyard Pier instead of the proposed off Point
Britomart. That surplus earthworks from tunnel and cuttings possibly be used to fill part of
Mechanics Bay (subject to Railway Board of Commissioners concurrence).
Stewart and Harding were appointed Engineers in Charge.
Preparations for laying the line and
pegging out continued throughout 1864, drawing much interest from the citizens of Auckland.
The Railway Board of Commissioners advertised in the newspaper throughout 1864, cautioning
the public not to remove or deface the pegs or poles.
They also advertised for the supply of 30,000 sleepers (either Puriri, Rata, Kauri, Blue Gum,
Box, or lron Bark) and tenders for Railway Construction.
By the end of 1864, the Railway
Commissioners having received a number of tenders, selected Mr. Blandford to find the contract
fell through, made the decision to go with the small contractor system. Tensions and
disagreements were growing between the Railway Board of Commissioners and Provincial
Council. Something that did not bode well for the Auckland – Drury Railway construction
had not even begun.
Following the turning of the first sod in Mr. Dilworth’ s paddock, construction began in earnest.
Stewart C.E. superintendence of the work section 1 and Harding C.E. sections 2,3 and 4.
Contractors were as follows:
- Section 1 Mechanics – Newmarket included tunnel, viaduct and cuttings - Mr. Peter Grace and Mr. Charles Sanderson C.E.
- Section 2 Newmarket – Panmure Road Station (about half a mile below the Harp of Erin Hotel.) Formation of line -Mr. H Cheeseman
- Section 3 Panmure Road Station to a mile past Onehunga Branch junction. Formation of Line. Mr. John Gwynneth
- Section 4 Onehunga Branch Line to Queen Street and a ballast line into Mt Smart quarry – Messrs Gallagher and Co.
- Fencing and Ditching of line. Mr. Kirby
Auckland weather in 1865 was not very conducive to railway construction and delayed some
works. Ballast was obtained from the quarries at Mt. Eden and Mt. Smart. A ballast locomotive
ordered and sent out from Leeds, cost £1,250, was assembled at Newmarket. Some materials
needed, were in scarcity of supply and with sometimes high cost. One of these was the
availability of Portland Cement . Needed for hydraulic mortar to cement the stonework of the
Mechanics Bay viaduct, Stewart conducted some experiments with local hydraulic lime sources.
In 1868 he wrote and read his first paper to the Auckland Institute on the findings.
Chart Auckland Drury Railway 1862 – 1867
Reporting and Management Relationships
Nevertheless despite some progress, construction work on the initial Auckland – Drury Railway
ground to a halt in 1866. The cause circumstances of the time.
- Worsening economic situation for Provincial Council and Government, saddled with the cost of the New Zealand Wars one of the reasons.
- High land compensation costs not accounted for in the railway construction budget.
- Differences of opinion on construction amongst the Railway Board of Commissioners, Railway Commissioners of Enquiry, Provincial Council and the Engineers. There things lay until changed circumstances of the time gave opportunity to railway construction once more. Colonial Treasurer, Vogel, with the Immigration and Public Works Scheme.
In 1870, the line was resurveyed by Stewart C.E, this time to Tuakau ( 34 miles 6 furlongs ) and
the report presented to Provincial Council. The gauge was to be that of the new standard for
New Zealand – 3ft. 6in. It was also in 1870 that Stewart C.E. wrote and read a paper to the
Auckland Institute on the use of the Semicircular Protractor and its improved use in
measurements for railway surveys.
Brogden and his engineers in 1872, again confirmed the “best route” to bring the railway into
the city via the tunnel. This ended temporarily, the conjecture, opinions and denouncements that
everyone connected with the ill-fated initial Auckland Drury Railway had come under. Including
Stewart and Harding as Surveyors of the Route and Engineers in Charge of construction of the
first attempts to construct a railway.
One of Vogel’s “think big “projects, railway construction began again at the beginning of 1872,
Brogden & Sons the main contractors. By then the route was to run Auckland – Mercer with
Branch line completed to Onehunga. Stewart C.E. was appointed Resident Engineer for the
railway, Public Works Department. 54liv His role to oversea and liase for General Government
,construction and running of the railway contracts, tenders for rolling stock, certifying completed
sections before use. By this time the route had lengthened Auckland – Mercer.
The locomotive that was stored in the Engine Shed at Newmarket, was taken out, dusted off and
after a good clean up, used to move ballast. Construction began with a vengeance. Labour
crews began digging out the tunnel, levelling the hill at Britomart and a restart on the sea wall.
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1880 – 1889 Ships in Auckland Harbour. Looking north from
Albert Street showing (in foreground) Customs Street West, Little Queen Street,
Queen Street and Railway wharves, premises of G Leahy, shipwright (left),
Caskie and Ferguson, stone masons (next), A H Nathan (centre right) and harbour
in background. Kura collection Auckland Libraries Heritage Collections 1746-01
|
Chart Auckland Drury Railway 1872 - 1875 Reporting and Management Relationships
More than 1000 labourers, or navvies as they were called then, were employed on construction
of this railway by J Brogden & Sons, Sub Contractors and ballast suppliers. Wages ranged from
5s – 8s per day dependent on the type of work done. Labour intensive with pick and shovel, lift
and carry.
There was no working railway until the opening of the Onehunga Branch line just before
Christmas 1873.
A special train - engine (this one christened Ada by Mr. Henderson,
Brogden’s Engineer) and four carriages - carried invited guests from Fort Britomart to Onehunga
where ceremonies and celebrations were held. The railway to Mercer opened officially to
passenger traffic in 1875. The route ran along the fringes of what is now known as the
suburb of Epsom.
Apart from providing passenger transport, the railways had other uses. This railway was to
benefit the cattle markets at Epsom and the movement of amongst other goods, the materials to
construct railways. In 1874 there was no main trunk line from Auckland to Wellington. Steamers
remained the initial transport in to New Zealand and railway materials entered by both Ports –
either Onehunga or Auckland. This was dependent on whether they arrived from Taranaki,
Dunedin or overseas. The equipment, the locomotives, the cylinders for the main bridges at
Ngaruawahia and Hamilton (Kirikiriroa).The rails themselves – tons of rail – to “lay the tracks” of
the railways. Eg 43O5 tons of rails, plates and bolts ordered in for the construction of the
Rotorua Railway section Morrinsville to Tirau.
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1957 Britomart Place and Auckland Railway Station. Whites Aviation Ltd: Photographs. Ref: WA-43514. Alexander Turnbull Library, Wellington, New Zealand. /records/32051882 |
In 1879, the Government announced the purchase of a site at Newmarket to build Railway
Workshops, translocating from the central Auckland site. For the circumstances of the time, it
made sense. Located at a junction of the (what is now known as the Main Trunk Line) almost to
Te Awamutu and the almost completed Kaipara Extension – Newmarket – Helensville.
The Grey
River Argus reported in August 1879 that Stewart C.E, District Engineer had been instructed by
the Public Works Department to notify for tenders for the Newmarket Railway Workshops. January 1880 Mr. Bloweden was forming the site. A contract let for construction in 1883, saw
the Newmarket Workshops completed in November 1883, and the move to these 1884 -1885.
Newmarket Workshops specialised in repair and maintenance work and before its closure, many
a person gained skills in their trade. By the time the workshops were opened Stewart was
Engineer in Charge of Rotorua railway survey and construction.
Auckland Electric Tramways
In a Presidential Address written and read to the Auckland Institute in 1901, James Stewart C.E.
was to say on electric traction and electric trams:
“In electric traction the last decade of the century has furnished probably the greatest revolution ever
witnessed in the realm of applied science, although so far as Great Britain and the Continent of Europe
are concerned it has only just commenced.”
He also was to refer to his “hope that before our meeting next year, on a similar occasion to the
present we shall have a practical illustration of electric traction in our midst.”
This was the construction and implementation of Auckland Electric Tramways being referred to.
After what could be said to be very protracted and very confusing negotiations, with the Auckland City Council for concessions to run an electric traction system, things were moving.
(The endless debates over whether tramway construction should be undertaken by Private
Enterprise or Municipal Authority. Then the endless debates over whether it should be private
ownership, municipal ownership or a mix.)
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1910 Wellesley Street, Auckland. Price, William Archer,
1866-1948 :Collection of post card negatives. Ref: 1/2-000830-G. Alexander Turnbull Library, Wellington, New Zealand. /records/22710832 |
The Electric Tramway Debate was no different to the Water Supply proposal of the 1860’s or
the Railway Construction proposals of the 1870s to 1880s. It is known that Stewart with his
philosophy of “the greater good for the greater benefit of many’ did support Municipal Ownership
for an established system. As by way of profits, there would be money to maintain or construct
other municipal works. If one compares the original Water Supply proposal with that of an
Electric Tramways System the concepts were very similar. However the 1860’s Water Supply
proposal was turned down by Provincial Council because of an aversion then to private
enterprise and perceived powers of the Provincial Superintendent. The Electric Tramways
system survived the early debates.
The Auckland Electric Tramways Company Limited, formed in March 1899, obtained the deed
(dated 28 June 1900) which delegated powers to the Company under the City of Auckland
Electric Tramways Order (No 1)The other suburban authorities followed with agreement
and the outcome was Auckland got an extensive Electric Tram system. Progress reported the
following in 1906:
“The British Electric Traction Company, Limited, were appointed consulting engineers, and in July,
1901, contracts were placed with Messrs. J. G. White & Company, Limited, for the whole of the traction
construction, overhead line, feeder system, and power station and plant. Subsequent contracts have
been made with the same firms for the cars and the condensing system. The consulting engineers kept
the construction and equipping of the car depots in their own hands.”
The British Electric Traction Company Limited (BEL) had the expertise in their engineers and
other staff .They were right up to date with electric traction and with the contacts to obtain the
necessary equipment and rolling stock. Not to mention the negotiation skills to get the materials
needed to construct a tramway.
The Auckland Electric Tramways Company Limited was headed by General Manager Mr. Paul
Hansen; Matthew Carey was appointed Electrical Superintendent.
James Stewart C.E. was
involved as local consultant engineer, a position he held until final retirement in 1912 (aged 80
years old.
Electricity and Electric Traction were not new to Stewart. In the 1880’s it had been a much
discussed topic in the Survey Camps amongst the Surveyors and Engineers constructing the
Waiorongomai Tramway and Rotorua Railway. The Engineers of Stewart & Hunter kept up with
Engineering Developments Overseas. Stewart was to write and read a paper to the Auckland
Institute in 1884 wherein a system for supplying electric lighting and use of tramways to service
a township was discussed. In 1896 he visited England on business and saw first hand the
developments in Electricity and Electric Traction.
H Roche (Henry known as Harry ) after leaving Rotorua railway survey & construction was to go
on to work for the Waihi Goldmining Company at Waihi as Senior Engineer.One of © Anne Stewart Ball, September 2008 Stewart Record 23
his projects was the overseeing construction of the Hora Hora Power Station and power line
across to Waikino in the Karangahape Gorge. Built by the Waihi Goldmining Company the Hora
Hora Power Station was on the Waikato River. At the same time as this and the lines were being
designed and constructed, the Auckland Electric Tramways System was also being constructed.
Along with the utilities to drive the electric trams - electricity lines, sub stations and tram depots.
Stewart, as local consultant Engineer with the Auckland Electric Tramways Company Limited
was involved with the Tram Depot at Epsom and track laying. It was said the last work was
documentation for the Mt. Eden and Mt. Roskill extensions. It was said that the rapid
construction progress and the success of the tram transport once up and running, surpassed
even his initial dreams and visions of such a system.
Construction was a major engineering feat in itself, in a limited time frame, set by contract
requirements of Municipal Authorities.
Unlike the Auckland - Drury Railway which was not much further in line distance, the 27 miles of
tramway track was completed within a 14 month time frame. Like the Drury Railway there was
still not the technology we have today in 2008. No modern computerised cranes, dump trucks
and motorised track laying machines, motorised concrete trucks. Hiab trucks. Again sheer “hard
labour” graft – picks, shovels, handcarts, lift and carry. There could be no “over runs” on contract
time because Private Enterprise was constructing and “over runs” meant huge costs.
The newspapers in December 1901 reported 250 men involved in track laying for the Auckland
Electric Tramways, with further work suggested for another 150 once work was fully
underway. By opening day, in addition to the tracks, a power house and reticulated electricity
supply had also been built.
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| Showing the Mayor of Auckland, Alfred Kidd (Mayor 1901-03) officially switching on the power to the Auckland Electric Tramways Company, 1902. With a group of officials standing beside, including Sir John Logan Campbell (man with white beard, at left of podium); Mr F. Carey (Chief Engineer of Company - at right of podium, with bow tie) and beside him, Mr P.M. Hansen (Managing Director and Attorney - with walrus moustache, 2nd from right). James Stewart Minst, consulting Engineer to Auckland Electric Tramways, also with a large white beard, is standing on John Logan Campbell's right. Captioned '...Every Aucklander will feel proud of the fact that Auckland was the first city in New Zealand to go in for a complete Electric Tramways System' |
It was said the two were pretty elated about this new Electric Tramway
System.
From opening day of the Auckland Electric Tramway, tram transport was a hugh success and
support for its use, grew as rapidly as the rapid construction that put it in place. It provided
employment for many and developed local business and skills involved with design and build of
the rolling stock ( the tram ), maintenance and the systems. ( Perhaps the horses that were said
to be frightened by this “ new fangled machine “ initially, could sense that as a means of
transport they would be superceded.)
Like the Auckland – Drury Railway things were not all “plain tramming” and there were still the
circumstances of the time that those in charge and the Engineers had to deal with.
- The initial political pressures that did not stop on opening day. They continued
- The availability and supply of materials – initially competing with other countries also involved with this “new fangled” tramway construction.
- The usual problems of supply and demand.
- The developing technology of brakes, improvements and changes in the permanent way, and over the years improvements in tram design.
- The rapid success and use by the people of Auckland leading to the need to increase electricity supply to run the trams, timetabling to cope with usage, and tram depots to carry out maintenance, etc on a growing fleet.
Trams continued to be a success, providing a cheap means of transport for many. However by
1949 ( the year I was born ) Electric trams were beginning to face the same demise as their
transport predecessor, the horse. The new era of Trolley buses and motorised buses relying on
petrol or diesel and the increased use of the private motor car.
Auckland Electric Tramway Company 1902
Management, Local Contractors ,Local Civil Engineer Consultant
(back row, from left) Messrs F N Smock, A Brown, T Duncan; (middle row) Messrs Dando, R A Wilber, A Hessell Witham, W St John Clark, H Rogers, Mr James; (bottom row) Messrs J Reed, H Clifford Eddy, W S Turner, P M Hansen, M F Carey, James Stewart, S A Mahood
Photo Stewart Family Collection
Reference Source:
- The Auckland Tramping Club Inc. ,1925-1975 50 Years Tramping, published by The Auckland Tramping Club Incorporated, 1975
- Transactions and Proceedings NZ Institute Art. LXVIII.—On the Political Economy of Railways. Chapman, H. S., from Volume 3, 1870 http://rsnz.natlib.govt.nz/search/results.html?author=name000267
- Transactions and Proceedings NZ Institute Art. I.—Presidential Address. By Jas Stewart C.E., from Volume 34, 1901 p4 http://rsnz.natlib.govt.nz/volume/rsnz_34/rsnz_34_00_000490.html The guage and gradient debate
- THE AUCKLAND AND DRURY RAILWAY. Daily Southern Cross, 21 November 1865, Page 4
- PUBLIC WORKS THE WAIKATO RAILWAY. Daily Southern Cross, 3 February 1872, Page 3
- The Daily Southern Cross. Daily Southern Cross, 11 May 1864, Page 3
- Daily Southern Cross, Volume XXII, Issue 2704, 17 March 1866, Page 6
- HARBOUR ENDOWMENTS AND WORKS. Daily Southern Cross, , 9 February 1872, Page 3
- AUCKLAND AND DRURY RAILWAY. OTAHUHU DISTRICT. Daily Southern Cross, 9 November 1864, Page 6
- Our Local Budget. Daily Southern Cross, 27 March 1860, Page 3
- In Auckland Library, NZ Map Number 1155, Title: Onehunga and Mangare [sic] Bridge. Auckland: James Stewart, 1866. 1 A manuscript of a plan of the bridge between Mangere and Onehunga, with plan and cross-sections of relevant parts of the harbour
- THE DRURY TRAMWAY. Daily Southern Cross, 4 February 1862, Page 4
- Lawn, C.A ., F.N.Z.I.S. The Pioneer Land Surveyors Of New Zealand, Auckland. 14 October 1977. Part IV www.surveyor.org.nz Biographical
- TE AWAMUTU RAILWAY EXTENSION THE OPENING. Waikato Times, 3 July 1880, Page 2
- AUCKLAND AND DRURY RAILWAY. Daily Southern Cross, , 13 October 1866, Page 5
- MECHANICS' BAY : DEPUTATION TO MR. VOGEL. Daily Southern Cross, 15 March 1873, Page 3
- Archives NZ AGG-A SERIES 1, Box 8 ,73/367 Inwards letters. 19 April 1873 - James Stewart, Public Works Office, Auckland - Memorandum stating that the dispute relative to the breakwater at St Barnabas Pt, between the chairman of the Harbour board and the railway contractors has been settled.-
- Page 5 Advertisements Column 3 Daily Southern Cross, 8 October 1863, Page 5
- AUCKLAND MUNICIPAL COUNCIL. Saturday, Jan. 17, 1852. New Zealander, 21 January 1852, Page 2
- CITY BOARD. Daily Southern Cross, 5 May 1863, Page 4
- Furkert, F.W., Early New Zealand Engineers, Reed, Wellington, 1953 pp 271 -272 biographical
- RAILWAY TO DRURY. Daily Southern Cross, 28 February 1863, Page 8
- The Daily Southern Cross. Daily Southern Cross, 11 May 1864, Page 3
- REPORT OF ENGINEER-IN-CHIEF ON THE LINE OF APPROACH FROM THE SUBURBS TO AUCKLAND.
- Daily Southern Cross, 21 October 1864, Page 6
- Page 1 Advertisements Column 5 Daily Southern Cross, 9 April 1864, Page 1
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- THE AUCKLAND AND DRURY RAILWAY. II. Daily Southern Cross, 22 November 1865, Page 4
- In Transactions and Proceedings NZ Institute .Art. XI.—On some Experiments in Hydraulic Mortar, in Auckland. By James Stewart, Esq., C.E., Assoc. Inst. C. E., from Volume 1, 1868 p159 http://rsnz.natlib.govt.nz/volume/rsnz_01/rsnz_01_00_001460.html
- THE WAIKATO RAILWAY. Daily Southern Cross, 2 February 1870, Page 5
- In Transactions and Proceedings NZ Institute Art. LXI.—On the Use of the Semicircular Protractor, with a Description of an Improved Form of that Instrument. By James Stewart, C.E., Assoc. Inst. C.E., from Volume 3, 1870 http://rsnz.natlib.govt.nz/volume/rsnz_03/rsnz_03_00_004700.html
- COMMENCEMENT OF PUBLIC WORKS. Daily Southern Cross, 24 January 1872, Page 3
- PUBLIC WORKS THE WAIKATO RAILWAY. Daily Southern Cross, 3 February 1872, Page 3
- PROGRESS OF WORK ON THE WAIKATO RAILWAY. Daily Southern Cross, 4 September 1872, Page 5
- PROGRESS OF THE RAILWAY WORKS Daily Southern Cross, 3 January 1873, Page 5
- OPENING OF THE AUCKLAND AND ONEHUNGA RAILWAY. Daily Southern Cross, 14 January 1874, Page 3
- MA 95 1/1, VI Minute Books Thames Valley & Rotorua Railway Company Limited, Auckland War Memorial Museum Library. rail, plate and bolt order
- AUCKLAND NEWS. Grey River Argus, 23 August 1879, Page 2
- AUCKLAND. January 6. North Otago Times, 7 January 1880, Page 2
- In Transactions and Proceedings NZ Institute Art. I.—Presidential Address. By Jas Stewart C.E., from Volume 34, 1901. p7 http://rsnz.natlib.govt.nz/volume/rsnz_34/rsnz_34_00_000490.html
- THE NATIVE WAR. (From our Special Correspondent.) Taranaki, March 31st, 1860. Daily Southern Cross, 3 April 1860, Page 2
- Colonial. Daily Southern Cross, 1 March 1861, Page 3
- Written for Progress. Progress, 1 February 1906, Page 80
- In Transactions and Proceedings NZ Institute Art. LIV.—On the Establishment of a Grand Hotel and Sanatorium in the Rotorua District. By James Stewart, M.Inst.C.E. from Volume 17, 1884 p 488 http://rsnz.natlib.govt.nz/volume/rsnz_17/rsnz_17_00_006000.html
- H Roche, Waihi Goldmining Company access Tapuhi, Alexander Turnbull Library short biography http://tapuhi.natlib.govt.nz/cgibin/spydus/ENQ/GLOBAL/OPHDR?NA=Waihi+Goldmining+Company&NA_TYPE=K&SEARCH_FORM=%2FMSG%2FGLOBAL%2FOPNA.HTM
- Furkert, F.W., Early New Zealand Engineers, Reed, Wellington, 1953 pp 252-253. biographical
- INTERPROVINCIAL ITEMS.] Evening Post, 14 December 1901, Page 5
- THE WAIHOIHOI COAL COMPANY. Daily Southern Cross, 28 June 1860, Page 2
- In: The New Zealand Railways Magazine, Volume 13, Issue 2 (May 2, 1938.) Neale E. P., D.Sc., M.Com., LL.B The Heyday of Railway Construction in New Zealand , Railways Department New Zealand Government Railways Department http://www.nzetc.org/tm/scholarly/tei-Gov13_02Rail-t1-body-d10.html accessed 14/09/2008
- Lawn, C.A. F.N.Z.I.S. The Pioneer Land Surveyors Of New Zealand, Auckland. 14 October 1977. Part I – III www.surveyor.org.nz
